Internal combustion engine



s. wlTKoWsKl INTERNAL coNEusTloN ENGINE Filed May 25, 1954 March 2',1937 IIJ? l m W Patented Mar. 2, 1937 PATNT ori-Ice INTERNALCOIVIBUSTION ENGINE Stefan Witkowski,

Geneva, Switzerland Application May 25,.1934,'seriai No. 72?,402

In France June 9, 1933 3 Claims.

This invention relates to inj ection-type internal combustion engines,of the type in which liquid fuel is introduced through an uncooled wallseparating the working chamber, for a distance 5 extending up to anexcentrically lying port, from an ignition chamber having approximatelythe diameter of the Working chamber and lying approximatelyperpendicular to the working chamber axis.

It is the chief object of the invention to provide, in an engine of thiskind, in the said separating wall, a constricted passageway extendingtransversely to the incoming part of the fuel jet and in a directionmore or less parallel l.. to the vertical axis of the engine cylinder;

through which passageway compressed air can be made to flow from time totime; and through an upper face of which separating wall the jet will bemade to be directed against'the opposite wall of the cylinder orignition chamber, this passageway to lie inclined with respect to theaxis of the engine cylinder in such a way that the fuel jet is thrownupwardly and to the left, just after it enters into the ignitionchamber.

The drawing'shows by way of example a form of execution of the conceptof the invention,

Fig. l is an axial section of the cylinder and the piston.

Fig. 2 shows the distribution of the air and of the injected fuel. 30Theengine cylinder comprises a structure built in three parts andconsisting of a' Working chamber proper, l0, of a cylinder lli; of anintermediate part I1, including a separating wall 23 and a port, andmade if desired of another material from the other parts; and of acylinder head it containing ignition chamber and valve t2.

In the uncooled separating wall lies an injection nozzle 24, which opensinto a constricted passageway 25, which extends obliquely to thecylinder axis, in the separating wall. The part 25 is quite constricted,being shown enlarged for purposes of clarity. The fuel jet is introduced25 lies inclined with respect to the Working through the upper aperture22 thereof. The part (Cl. 12S-32) diverting the fuel jet. This affordsthe advantage that the wall 26, against which the fuel strikes, becomesVery warm, which contributes to the iine distribution, good intermixingand complete combustion of this fuel. Also the air current, which isdriven out the part 25 during the compression, helps in the finedistribution, good intermixing and complete combustion of the fuel.

To further accelerate this current of air at the moment immediately'before the ignition, which is an advantage, the piston is provided in aknown way, not only with a front end fitting closely to the Aworkingchamber at the end of the compression stroke, but this front end isprovided with a projection 2l which ilts into theport in. member illying between the working chamber and the ignition chamber, and alreadycloses it before the ending of the compression stroke. Fig. 2, shows theeect thereby accomplished, to wit, that at the end oi' the compressionstroke a chamber 3l] is formed, the air content of which can only escapethrough the part 25. As the passageway is narrow and much narrower'thanthe port, the air attains a much greater velocity there than' it wouldif going through the port.

The arrows in full lines in Fig. 2 represent the air eddies of the airin the ignition chamber introduced through the port, while dotted arrowsare drawn to show the air eddies and fuel distribution at the end of thecompression stroke, as they result through the action of the passageway.The spark plug is at 3l.

What I claim is:

1. In an injection-type internal combustion engine including a piston inwhich liquid fuel is introduced through an uncooled wall separating acylindrical working chamber from a circularsection ignition chamber andis sent up to a port lying eccentricaily of the ignition chamber, saidchamber having approximately the diameter of the working chamber andhaving its axis lying approximately coaxial with the working chamberaxis; a constricted passageway in the' uncooled separating wall, saidpassageway extending transversely to the fuel jet and running in adirection substantially parallel to the vertical axis of the workingchamber, means for intermittently clirecting through the pasagewaycompressed air and means including a haring-formation at the upper, endof said passageway and a suicient inclination of said passageway fromparallelism with the vertical axis of the cylinder, for aiming thefuel-jet against the cylinder-top Wall that lies, in the prolongation ofthe axis of said passageway,v above and adiacent to the impact-point ofthe fuel initially entering into the passageway, said passageway havingthe wall on one side shorter than on the other, whereby to` deect, as itenters the ignition chamber, one side of the fuel jet downwardly andbackwardly with respect to the main body portion of the jet.

2. An engine according to claim l, in which the said passageway lies inthe immediate vicinity oi' the said port in such a way that extremelylittle material is comprised between its outer wall which deilects thefuel jet, and the port.

3. An engine according to claim 1, in which the pistons front-end fitsclosely to the upper boundary of the working chamber at the end of thecompression stroke, and has a projection at this front end, saidprojection fitting into the port between said separating wail and thecylinder wall and closing it before the ending of the compressionstroke, for the purpose of forcing the air through the passageway at theend of this stroke.

STEFAN WITKOWSKI.

